Automotive bus



Jan. 1, 1929.

R. W. BAILEY ET AL AUTOMOTIVE BUS 8 Sheets-Sheet 1 Filed Feb. 16, 1925 Jan. 1, 1929.

R. w. BAILEY AL AUTOMOTIVE BUS 8 Sheets-Sheet 2 Filed Feb. 16, 1925 Jan. 1, 1929. 1,697,629

, R. w. BAILEY ET AL AUTOMOTIVE BUS Filed Feb. 16; 1925 8 Sheets-Shet 131/ IIAIIII 1 I Jan. 1, 1929.

R. w. B'AILEY ET AL AUTOMOTIVE BUS r Fire Feb. 16, 1925 8 heets-Sheet 4 ;,Jan. 1, 1929. v 1,697,629

R. w. BAILEY ET AL AUiIOMOTI VE BUS Filed Feb. 16, 1925 Shets-Sheet 5 732 f6: /r I Jan. 1

R. W. BAILEY ET AL AUTOMOTIVE BUS Filed Feb. 16, 1925 8-Sheets-Sheet e i;

Jan. 1,1929. 1,697,629-

R. W. BAILEY El AL AUTOMO'I'IVE BUS Filed Feb. 16, 1925 8 Sheets-Sheet 7 Jan. 1, 1929.

15697529 R. w. BAILEY El AL AUTOMOTIVE us Filed Feb. 16, 1925 8 Sheeis-She'eii a Patented Jan. 1, 1929. I

Burns w. BAILEY, or KANSAS CITY, AND

more a. nonmmor s'r. nouis'iuissonni; i

SAID'KOENIG rissronoa'ro .SAID BAILEY.

AUTOMOTIVE Bus.

Application filed February This invention relates to passenger V67 hicles, and with regardto certain more specific features,to motor coaches or busses' for use on highways and/or metropolitan thoroughfares. I p I Among the several object's-of the inventionma-y be noted the provision of'a motor coach equipped with exceedingly flexible door controls, operable under care'of either one or two men; a coach invo1ving, in'its' operation'only. ne-way passenger tratic on its lower deck; a double decked coach with I a door in the passage between decks; one

which may be successfully operated as a one or two-man controlled coach asoccasion demands; and one whlch 1s particularly safe in operation under all exigencies of heavy and.

fast ,traflic. The invention accordingly comprises the features of construction, combination of elements and arrangements of parts which are exemplified in the structure hereinafter decribed, and the scope of the application of:

which will be indicated in the following claims. Y

In the accompanying drawings, in which is shown one of various possible embodiments of the invention, 1 I

Fig. 1 is a side elevation of the motor coach; H I r Fig. 2 is a ground plan view of the upper deck and stairway; 1

Fig. 3 is aground plan of the lower deck;

Fig. 4 is a schematic piping diagram for the pneumatic door and brake control system;

Fig. 5 is a rear elevation of the bus;

Fig. 6 is a detail in side elevation of the door opening linkagebetween the door opening engine and doors.

, Fig. 7 is a horizontal section taken on the line 7-7 of Fig. 6;

Fig. 8 is an enlarged sectional detail of a door-opening engine; I I 1 Fig. 9 "is an enlarged sectional detail of a lock operating cylinder; i H

Fig. 10 is atop plan view of oneof the operating or control valves; 7 i

Fignll is a verticalsection taken on line 11-11 of Fig. 10; V

12 is a detail elevation of the handle safety-catch of the valve shown in Fig. 11; Fig. 13 is a plan view of the rotatable valve proper, of the control .valve shown'in Fig. 11 I trol valve rs, 192;. Serial No. 9,416."

of .the control valve, body, taken in line 1 114e of Fig. 10;

Fig. 15'is a top plan view of another con- 'Fig. 16 isa' left side elevation of'Fig. .15; fF g. 17 is a front elevation ofF ig."15 Fig. 18 1s a fragmentary sectional' view of a two-way check valve; f Fig. 19 is a plan view of the turnstile showing alternate positions, and control fea turespertaini'ng to the turnstile; i i

Fig. 14 is a fragmentary-sectionalview Fig 20 is a diagrammaticsection o f..,the turnstile and control features: pertaining I thereto V Fig. 21 is a vertical section of the turnstile control valve taken on the line 2lf21-of Fig.22;" Fig. 22 is a planview shown in Fig. 21; v

Fig. 23 is avertical. section taken on the line 23 23 of Fig. 22;

of the control valve I Fig. 24 is a vertical section taken on the line'224t of Fig. 22

of the turnstile control valve; t

Fig. 25 is a plan view "or the valve disc Fig. '26 is a vertical, section taken' on line26-26 of Fig. 25;

Fig-2? iszafragmentaryside elevation of the rear of the'coach showing a modified form ofrear end;

Fig. 28 is a top plan view of Fig. 271; 1-

Fig. 29 is a'horizontal sectiontakenon the line 29-29 of Fig. 27; V ,Fig. 30 is a fragmentary side showing another modified formv of rear end;

7 Fig. 31 is atop plan view ofFig. 30 7 v p Fig. 32 is a horizontal section takengon the line 3232 of Fig. 30; and

.Fig. is a plan view of a barrel cam. J

Deck arrangement.

Referring now more particularly to Figs.

. elevation i I 1 t0 3 there is illustrated at 1 a motor coach comprising an enclosed lower deck., 3, 'and an open upper deck 5-.

The lower deck :3 's provided forwardly an entrance to the coach Rearwardly on thereof with a set of doors 7 to be used as said deck is provided a set of doors 9 'to be used as an exit only, under normal conditions, but-whichmaybeused as an entrance.

also, under such abnormal conditions'as will be described later. I

, ter near the le t wall of the coach.

The sets ofdoors 7 and 9 are on the right side of the coach.

Opposite the rear doors 9 on the left side of the coach, (see Figs. 2, 3 and 5) is located a.stairway leading from the closed lower to the 'open upper deck. This stairway C0111. prises a penthouse 11 underwhich are located step 12 and step-platform 13. Rearwardly in said penthouse 11 is placed aselfclosingdoor 15 swingingforwardly on a cen-' of the upper deck. However, another step i eight steps as follows:

"mus't be used'to reach said aisle. 7

The ascent from thelower deck is made 1n "Cne; step 12.

v e 7 Two; step-platform (open door, turn left) v Three; steps 17 (out of penthouse and lower deck) p Four; step-platform 19 (turn left) Five; step 21: Six; step-platform 23 (turn left to front of coach) Seven; step 25: 7 Eight; upper deck 5 (to seat). I Thus a passenger passes expeditiously from the lower to the upper deck, the door .15 closing behind him. The door prevents stray air currents from entering the enclosed lower deck and the partially enclosed stairwayoutsideof the penthouse serves to lend safe passage to a passenger when the coach accelcrates or decelerates, as well as to prevent wind from'entering the door 15 when it is open.

Passengers leave the upper deck by means of the stairs just described. It'will be noted that there is no open rear platform on this coach. 1

Referring to Figs.27 to 29 thereis shown one modification of the stairs and door above described. Here the door 2 is of the sliding type and arcuate in section. 'This arcua-te door 2 is adapted to slide into an area ate enclosure 4. The door 2 whenclosedand the enclosure 4 form a quartereround enclosure leading to the upper deck 5. I

Winding stairs comprising steps 6, 8, 10, 12, 14., 16, 18, 20, lead from the door 2 at the lower left rear of the coach, to the right rear of the coach on the upper deck. The space on the upper deck, corresponding to that given to the arcuate sliding, door 2 on the 'lower'deck 3, is used for a passengers seat 22. Other features of this modified form such as From here the use of a turnstile at its exit will be disclosed hereinafter. 1

Another modified form of door and stairway is shown in Figs. 30 to 3.2. Here the door 24-is placed; laterally and'centra-lly of the coach and is adapted to slide within either of the partitions 26 or 28.

Rearwardly of said door placed two normal operating conditions all passengers i enter the lower deck at the frontdoors 7, and

in choosing a seat,'pass rearwardly on the lower deck. Ilpon leaving, they pass rearwardly to the rear doors thus obviating the necessity for any forward traflic in the aisle of the lower deck; that is, this is a one-way aisle. The advantages of such a condition are obvious.

-The doors 7 and 9 and the braking system of the coach are under control of the compressed air system S, illustrated in l.

Control features. 9 i The system S, may, without an adjustment Furbe put under control of one or two men, namely the chauffeur, or driver; or the driver and a street fare collector. The whole coach may be operated either by the driver unaided, or by the driver aided by a street collector. order to introduce the street collector tohelp the driver, no change need be made in the coach construction or thereto.

parts pertaining The pneumatic system S involves several 1 valve and door engine detail features which should be explained before theme of the system as a whole can be completely comprehended.

Valees.

For the use of the streetcollector, a 'valve CST is used (Figs. 10 and 11). This valve CST also forms the component parts of the drivers valve D. (Figs; 15, 16 and 17.)

The system also comprises check valves. K (Fig. 18), a turnstile valve TS 21), as well as door engines E (Fig. 8), anda lock operating cylinder LC. (Fig. 9.)

Valve OS T I contains a valve-; This valve 35'has fitted thereto, thestem 37 whose flattened upper terminal receives aremovable control lever 39. The valve 35 is keptseated against the body 27 by the coil spring 41 which reacts at its lower end in a pocket 43 of the cup 29 and at its'upper end against a cap 45 screwed to the 'valve 35. The cap 45 has cast centrally therewith a lug 47' for ali ning the spring 41'. ."Thevalve 35' has an arcuate groove 49 cut in its upper face which serves to alternately join ports'DC and D0 of the body 27 with.

. an exhaust port EXL. Likewise a groove 51 met b the passage 53 serves to connect the Pip 3 The handle 39 can be port EX and consequently when the pipe N is in communication with the portDC. This is true because of the crown-pie'ce 55 fastened to the top of body '27, which, due to the lateral slot 57 'perniits oscillations'of the lever port DC through groove through port EX.

. valves.

39, but because ofthe-vertical slot 59, equal in width'to the 'width of lever 39, will notpermit taking off the'ha-ndle 39 except at one position'such as described. I V The operation of the CST valve is as followsi V I Vhen the handle'39 is in the solid line position shown in Figs. 1 0 and Hit maybe app'lied to or taken from the valve stem 37 as permitted by the slot 59' of the crown piece" 55.: This corresponds to such" a position or" the'valve p'orts as will put the supply plpe N in communication with port iDCwhich cor-. responds to a door-closed position of one of the door engines,the door engine in question receiving its supply through this valve. Meanwhile the portion. of theengine which operator carries a handle 39 so that unauthorizedpersons cannottamper with these j vamp; x

The drivers valve D (see Figs. 15, 13 and 17) is a compound mechan sm comprising two CST valves fastened together, one above the other, the 'upper one inverted and adj u'sted so that a door-open'positlon oi itshandle 7 through here 31 alternately with said 7 ports DC and DO. applied to thevalvestem 37 only when the groove 39 connects the port DC with the feeds the port D0 which leads to the T is handle 39 can only corresponds to the door-open position'ot the handle '39 of the valve beneath it; Herefthecrown piece 55 is replaced by a twin crown piece 61 which at once serves as a coupling joining the two CsT valvesfand as a safety piece, forcing the operator to leave the valve with a proper door-closed setting. The verticalslot 63 of the twin-crown piece replaces the former slot 59 of the crown 5'5, and the horizontal slots 65 and 67 replace theslot 57. When the upper handle 39 is inserted in position a pin .69 is slipped into holes drilled laterallyof the crown piece-just below the lowermost surface of the handle 39.

This pin "69 keeps the handle from dropping down although. the handle may be oscillated for operation. In Fig. 16 theinlet pipe N for the upper valve CST is placed horizon I tally for purposes of convenient. pip'ing.'- i "The ob ect of compounding? these valves into one is to bring handles 39 into-close" proximity in order that the operator may easily throw both. with one movement ofthe hand, yet operate them selectively ifmO'CCiL- sion demands. In Fig.4 the component CST valves of valve D are shown separately-but no i have the features noted above. The valve Dis operated. by the driver; only.

; i p Door engines; We

p The door opening engine E (Fig. 8); each comprise a cylinder 7 1 slotted at 73. Within the cylinderis a double headedpiston' oper I able'to right and left. The heads 7 5 and 77 of this piston are provided with leather packing rings .79 and81 held in place by wash ,ers'and bored plugs 83 and 85. The: plugs 83 and 85: are screwed into holes 87and 8 9 bored longitudinally of the piston. The

bored plugs serve as bearingsfor rods 91 and 93 put therethro'ugh. The rods 91 and 93 are flared on their ends within the holes 87 and 89, and said flares 95 and 97 are backed by springs 99 and 101 set in the holes 87and 89.. These springs tend to holdthe rods 91 and 93 outwardly from the holes. The .rods 91 and 93 are provided with valves ,103 and 105 at the rod ends opposite the'flares; These valves are slotted at 104 and 106 respectively. The valves 103 and 105 are adapted to seat themselves inseats107 and 109 at the ends of the cylinder 71; Centrally ofthepiston is provided an arm .111 extending-laterally, from said pistonout through the slot- 73 and adapted by means of a pin-hole 113 to iio operate the door opening linkage shown in Figs. 6 and -7. 5

The operation of the door engine proper f 2 is started from the, say door-closed position, shown in Fig. 8. Air is admitted through a pipe from the left! The valve 103' is forced from its seat and the piston'with arm 111;- is

pushed toward the right as pressure builds upin the left end of the cylinder. In the mean while the charge of air which has been present .in thefright-hand end of the cylinder 71" is Q means of the slot 106 in the valve 105.. After orbefore the doors have been closed, the cycle.

of action Within the cylinder 71 may be reversed by admitting air, at the-right and exhausting at the left. The. transposition of the right-hand and left-hand pipes from e1? haust to inlet pipes and vice versais accomplished by means of the valves CST and D,

the coordination of which will be described I through the passage 167. 'A piston 169 is constrained to seat its tapered end 171 on the valve seat 173 of said inlet passage 167.

later.

Door linkage.

{The door-opening linkage proper (for front door shown in Figs.6 and 7 and for rear. door, in Fig 19) comprises a link113 reachs' ing from an arm 111 to a bell-crank 115' rotatably mounted upon a vertical shaft 117. This bell-crank 115 cooperates through link 119 with the crank arm 121 fastened to a rotatable vertical shaft 123 to which one half of a double folding door is fastened. The shaft 123 is geared by means of bevels 125, 127 129 and 131 and intermediate shaft 133 to the vertical shaft 135 on the opposite side of thedoor frame. 'The shaft 135 has.

fastened thereto the other half of the above mentioned double folding door. Each half of the door has a leaf 137 fastened to one of the vertical shafts and another leaf .139 hinged to said leaf 137. The leaves 139 are equipped with pins141 extending downwardly into slots 143 in the flooring directly beneath the leaves.

As the [door engine moves the arm 111 (see Fig. 7) from left to right the door linkage moves so that cranks 115 and 121 rotate clockwise and likewise vertical shaft 123.

I The manner in which vertical shaft 131 is of the motions of shafts 123 and 131'is that.

geared or linked to shaft .123 causes it to rotate in an opposite direction. The result the leaves'137 are thrown inwardly while the 'leaves 139 hinge to such a positionas shown in alternate dotted position, this being due to the pins 141 working in slots 143.

The door operating linkage so far described is applicable to both frontandrear doors.

Cheek 'valoes.

Each check valve K (Fig. 18) comprises a,

cylinder'145 with a pipe connection at both ends and one centrally thereof. Passages 147,

149 and 151 lead from these pipe connections to said cylinder. The latter passage 151 leads to the center of the cylinder as shown. A free piston 153 is provided within the cylinder145.

The piston 153. is ,providedavith lips 155 and 157 which seat on gaskets 159 and 161 respectively. The piston .153 is of such length that the central port..151 is openwhenever.

the piston 153 is seated at either end of the.

cylinder. Thus, air entering the cylinder through either of-the passages 147 or 149 forces'the piston 153 to the opposite end of the'cylinder, where one of its lips cooperates with a gasket, thussealing that end of the 7 cylinder 145, while; the incoming air passes out through the open central'port.

, Lock cylinder.

The lock cylinder (Fig. 9) comprises a 3 body 163 intoiwhich .is screwed a threaded cylinderv 165. The cylinder 165 receives .air'

The piston is caused to seat in this way by means of the spring coiled about a pin spring returns the piston to its seat (at passage 167) when the air pressure to this device is released in a manner to be describedherein after.

Thepin 177 is adapted at its outer end to be linked with other members ofthe door control system. I

The turnstz'le 'valve TS (Figs. 21 to 26).

TS are somewhat like those of the above named valve CST. As in the case of said valve CST a supply pipe N leads air to the pipe N to a chamber 253 in the cup 249. The

chamber 253 contains a valve piece or disc 255.

This valve piece 255 has fitted thereto the stem 257, which stem is rotatably mounted in the body 247. The valve 255 is kept seated against the body 247 by the coiled spring 257 which reacts'at its lower end in a pocket 259 of the cup 249 and at its upper end against a cap 261. screwed to the valve piece 255. The

cap 261 is provided with a lug 263 for align ing the spring 257.

The body 247 (Figs. 21 and 22) is provided with two circular cores 265a-n-d 267. These 110- v The general characteristics of this valve cores are concentrically arranged with respect to theshait 257. r 8

Spaced at 90 degree intervals, the outer core 267 is'providedwith ports 269 leading down to the valve piece255. At correspondaction is to be des c ribed later. (See'also' Fig.4e.) V I The lower outer core 267 is. connected by means of a lead core hole 279 (Fig. 24) with a pipe 209 adapted to lead air to the door opening side cZo of the above-rear door engine E? to be clescribed later. (see also Fig. 4).

The valve piece 255 (Figs. 25 and: 26) comprises the casting above described: It; is faced smoothly on its upper surface in order that an air tight .fit may be had between it and the body 247. The body 247 is correspondingly-faced smoothly on its lower side. The

. upper face of the valve piece 255 is provided chamber 253.

witlrfour indentures283, .285, 287 and 289.

The indentures 285 and 287 are provided with sub-passages 29.1 and 293 respectively, adapted to lead air to saidindentures from the chamber 253 of the cup 2&9.

The indenture 283 isof suchradial width that it is adapted to put the'ports v271 in suc cessive communication with their respective V inner adjacent exhaustv ports;2 73 as the valve piece 255 is rotated. i

Likewise the indenture 289 is of such radial width that it is adapted to put the ports 269 in successive communication with their re-I spective inner ad acent exhaust ports 273 as thevalve piece 255is rotated; 1

The ported indentures 285 and 287 are i adapted to put the ports 271 and269, respectively, in communication with the-"valve The indentures 285 and289 are spaced at 90 degree intervals with respect to one another and 'encompass'about 10 degrees of angular measure each. 'llhe indenture 289 should be somewhat wider in angular measure than the indenture285 in order that exair connections are made. I

, haust connections may be made before inlet.

. The indentures 283 and 287 i are spaced'at;

90 degree 1 intervals also and encompass about degrees of angular measure. The indenture 283 is somtwhat wider in angular measure than the indenture 287 for. reasons 1 stated in the paragraph above.

7 283 and 287 are so plaeed withre'spect tofthe center lines that about 10 degrees of rotation Assuming cloc w se rotat'onjln ,Figs. 25. and 22 the forward po nts of the indentures is possible before these indentures reg1ster- I A with their respectlveports.

The indentures 285 and289are onthe Geri-J ter lines as shown.

; The said valve stem 257isprovided at its upper end with a cupj295-pinne d thereto. This cup holds rotatably 'thereina ratchet 297. The ratchet has integrally formed therewith the upwardly extending squared shaft 299. Aspring pressed pin 303, sock-j eted in the cup 295 permits; of a driving connection between the squared'shaft and valve stem when said shait'rotates clockwise, Re- I versal of rotation breaks theconnection befl cause'of the ratchet and pin. The-friction;

between ports of the valve hold" them in place when the ratchet is reversedii A. washer-301 slipped over the squaredv shaft prevents dirt band moisture from entering the ratchet portsf It is tobe understood that all the valve ports may be designed to be operable in areverse order when so desired. Thus the de vice to be described is madeoperable on such;

body constructions as shown in I Figs. to

The aSaZQTrM a-a19 W120 v The turnstileT apnea raeauy ha cross members 307 spaced at 90. degrees.

These cross members aregplaced so that a passenger must rotate themthrough approximately' degrees in order to leave the coach.

' The stem 305 passes through the floorof the coach.-

Pinned to stemnealr thefloor isthe-bell 309. .Pinned to the inner surface of said bell. 309 are four rollers 311 spaced thereon inpo-f sitions corresponding to the 90 degree'posistem 305.

v The rollers 311 roll on'a made fasttorthe-ooaclrfioor under said-bell. V

The cai'n'ihas four high spots and 'four low tions of the arms 307at the upper end'jofsaid ones. The low spots are so placed. with regard to the coach door that when the rollers are thereonthe turnstilearms 307 are parallel and at right angles tofthe: doorby pairs re spectively. Thus, because of the rollers tendency to seek the low spots of the" cam, the, V turnstile-te'nds to-rem'ain in the position noted, j namely, in suchposition asto normallyblook a passengers exit. The high spots ofthe cam are placed alternately between: the low spots. f Beneath the. floor, 1 on said stem 305, -is pinned arratchet wheel315. A. pivoted pawl 317 is adapted, by means, of a-spring, 319, to '1 be held-against, theteet'h of saidwheel 315; This pawl and the ratchetteeth-permit only .olockwise rotation of the wheel 31'5and turnstile. However the pawl may be thrown out of engagement with the wheel 315 by means of the operation of one ofthe lock cylinders,

' LG}, shown horizontally in Fig. 19 and linked to'the pawl 317 by means of its pin 177. This lock cylinder LC is under control of the street collector;

; 'Another lock cylinderLC under control of the driver, is vertically placed, and by means of its pin 177 is adapted to operate a rocker arm 321'. This arm is held-in normal position by a spring 323; Its normal position isone in which a lug 325 thereon engages one-of a group of four slots 327, out in the scribed,is adapted to turn the valve TS in a clockwise direction only.

. Timing of val he TS.

Assuming the turnstile to beiin the non-exit position, the valve TS is mountedso that its parts bear the relationship shown 1n Figs. 21

. and 22. That is, the inner core 265 is in coinmunication with the air supply and the-door closedside d c of the rear door engine E and the outer core 267 is in communication with an exhaust and the door open side d 0;

of the rear-door engine E Thus the doors are held closed, as will be seen later.

Upon turning the turnstile (when it is pos-' sible to do so) through an angleof 10 degrees clockwise, the indentures 283 puts the core 265 in communication with the exhaust -1 thereby'putting the door closing side (Zc of the*'door engine-Ein communication with the exhaust. An instant later air is admitted to the core 267 by way of thelindenture 287 and a port 269. This air finds its way to the door opening side do of the engine E by way ofpipe 209 (Figs; 4 and 22). In the 7 meanwhile the indentures 285 and 289 have lefttheirrespective ports. The result is that .7 the doors 9 begin to'open when the turnstile handles 307 a reach the alternate position A"A shown inli ig. 19.

"The doors remain open as long as the indentures 2 83 and 287 perform the communr' cating functions note I The doorsclose'after the indentures their respective ports'and' the indentures 285 'and' 289 have colne'into alignment with their secondset of ports, thereby performing their function ofclosing'the doors. The door closof the turnstile.

forced back to non-exit positionby the cam".

. ing effect.

283. and 2287 have passed' 'out"'of alignment with ing event starts at the alternate position B -B shown in Fig. 19. The doors remain closed until the position A A is reached. For one' complete revolution ofthe turnstilethe doors maybe opened and shut four times, that is, if the turnstile is permitted to settle to the low points on the cam for periods of'time. This feature is clarified hereinafter.

Should a passenger spin the turnstile in alightingit will settle to the low position on the cam which is the non-exit position for the arms 307 and door closed position (Fig. 22)

of the valve TS. The low points are shown at 7 lines YY in Fig. 33.

' It should be noted (Fig. -33),-that the high points of the cam are placed. within 10-degrees of thelow points ina clockwise direction from door closed andnon-exit posit-ion Thus ifthe arms 307 are before having gone 10: degrees beyond such a position, the valve TS is yet in a door-closed position (the proper 7 ports still align). although the ratchet 297 of the valve TS is operable to preventreturn to central position of' said valve. The teeth on the ratchet wheel 315 are coarse and permit ofsome reverse turning of the turnstile. Of course after the 10 degree point has been reached the mechanism takes up a new position on the next suc-' cessive 90 degree lines, lnasmuch as gravity causes it to seek the next low level on the cam.

Normally a passenger would turn the de-' vice through about degrees from the solid line position shown in Fig. 19. The door would thus immediately open. Immediately uponhis alighting the device would take up the next solid line position at degrees and the doors would close. I

Should the passenger, as described, spin or, that which is the same, continuously turn the turnstile, the doors would not close upon him inasmuch as the indentures 285 and 289 are relatively narrow angularly. Thus they pass their-ports quickly and the inertia of the door operating mechanism prevents the transitory door-closing connections from tak- These connections of course do take effect when the cam rollers settle in their lowest point to stayfor a period, that'is when passengers stop, alighting. It is evident that because of said inertia effects, passengers have ample-time to alight before" the doors 3 close, even though the mechanism has just been positioned at a low point on the cam. The turnstile may be rotated in its exit direction only by releasing it from the action. 7

of the stop lug 325. .The reason for this action willbeexplained herein.

- The turnstile may be rotated in the reverse or inlet direction counterclockwise) by'rcleasing the pawl 31 v The reason for this action will also be explained later. It should be said here, however, that if the pawl 317 is released, and counterclockwise rotation is ef frontdoor engine E fected, passengers may enter the coach-at the rear door. The valve TS does not rotate counterclockwise because of itsratchet 297. Thus it retains its last (say door closed) position. The door may be opened by other means to be described, passengers may enter, and upon returning to clockwise rotation,

the valve ports are'picked up in the same relation to the turnstile arms as before. This is due to the fact that there are only four teeth on the ratchet 297. The proper 90 degree relationship between the valve positions and turnstile positions is thus always maintained for clockwise movement.

Pneumatic system.

Referring now to Fig. 4 in particular, the operation of the pneumatic system will be made clear. A supply tank 185 supplies compressed air to the system. There are four supply leads N N N N emanating from this tank 185.

Two leads N and N supply air to the system by way of the drivers valve 1), said valve D being a compoundof two similar valves CST and CST and operable with one movement (see Flgs. 3 and 4). These valves CST and CST are of the CST type already described. a a

Supply lead N supplies'air to the system by way of the street collectors valve CST The street collectors valve CST is located on the outside of the coach in order that he may line includes pipes 187,189 and 191. I

1 One of the component valves CST of the drivers valve D receives the supply lead N From its door open position cl. 0. a pipe 193 leads to the door-opening side cl of the A branch pipe 195 leads from a T 197 in line 193 to the check valve'K of'the brake cylinder line: From p (Z. 0. of valve CST at line 205 leads tolthesaid the door-closed position (Z; c. of the drivers -he street collectofs'valve CST fed by line N has a pipe 203 leading from its door rinsed side (Z. 0. to the turnstile valve TS.

his line 203 feeds air tov the chamber 253 of said valve TS. From the door opens1de check valve This line 205 is provided with a branch 207 leading to the circuit pipe 209. i

This pipe 209 leads to the outside core 267 of the valve TS (Figs. 4 and 22). It also sup plies air to said lock cylinder L0 It is provided with a check valve K. The check valve branch 211 leads to thedoor open sided 0 of the rear door engine E A. branch 213 of the pipe 211 leads to the said check valve K A pipe 215 leads from the door closed side d 0 of the rear door engine'E to the inside core 265 of the valve TS (Figs. 4 and 22).

The valve K is provided with the 217 to the check valve'LC In Fig. 4 the brake draft gear. is shown conventionally at G and is operable under action of air in the brake cylinder 13.0.

One-mom operationp,

If one man is to operate the coach the following possibilities of operation present themselves (a) A stop is made and passengers wish to enters-Tn this case the driver uses the foot-brake pedal P to stop the coach and air goes from the tank 185, through pipe N valve F. B. (now open), pipe 187, check valve K to line 189, check valve K to line 191, to brake cylinder 13.0.; and the brakes are set. After the coach stops, he throws the handle of the valve CST (this handle only ifhe is certain no one is leaving) to its door-open position d. 0. Air then leaves the tank 185 through pipeN to valve GST pipe 193 and T197 therein, to the door opening side d 0 of the front doorengine E whereupon the front door opens." Some of this air also branches 01f at T197, throughpipe 195, check valve K (if the driver has now released the brakes), pipe189, check valve Kfipipe 191 to the brake cylinder B; C. to hold the brakes set if the driver should have failed to e do so.- The passengers now enter, deposit their fare in the box F (Fig. 3) and proceed to their seats. The driver throws the handle of valve CST to its d0or-closed position 03. c. I

after all his passengers are aboard,- whereupon air is led from the tank through line" N and pipe 199t-o the doorclosing side cl 0 of the front door engine thus closing the front door. The air which went to the brake cylinder B. C. and door engine' reverses its flow to the exhaust port of the valve OST that port having been opened bythrowing the valve to door-closed position (see description of CST valve) Should the driver have inadvertently I thrown t-he lever'of the CST valve also, (to

its d. 0. position) air would have gone through pipe'N- to pipe'201'and thence to the check valve K line 217 and to the lock 7:

cylinder LC thereby throwing the lug 325 out of register; with its slotin the wheel 1 .315. The turnstile would then be free to turn but no passenger being there to turn it, the rear door would not have opened.

Now, had a passenger desired to get off, he evidently would approach the rear door 9 after giving his signal. After the coach had stopped (assuming that the driver had released the turnstile as described) the passenger would, in passing toward the door, operate the turnstile in a. clockwise direction. After the first ten degrees of rotation the valvev TS would be turned so that the indenture283 (Figs. 22 and 25) would connect a port 271 of the inside core 265 with an exhaust port 273 and theindenture 287 would connect the chamber 253 with a port 269' of the outside core 267. The flow of air Would then be as follows:

Air leaving-the tank 185 through the line N would pass through the door closed side at. c.

' of the street collectors valve CST to pipe 203, thence to the chamber 253 of the valve .TS, through passage 293, indenture 287,

through a port 269 to the outer core 267,

' thence throughpassage 279 to pipe 209, check valve K and line 211 to the door open side cl 0 of the rear door engine E Incidentally, the branch pipe 213 would carry aireto the brake cylinder B; C. by way of the check valve 1 2 and pipe 191, if the driver had re- A V leased the brakes. Thus the brakes would be reset. I

Discharge from the door closing side d 0 of the engine E would take place through 1 pipe 215 to passage 275 of the valve TS, to

the inside core 265, a port 271, through the indenture 283, to an exhaust 273, thus perinitting the engine to operate. 7

Upon the passengers alighting, the turnstile would recenter itself. This would cause the indenture 285 to align itself with one or the ports 271 of the inner core 265.

Likewise the indenture 289'would permit communicationbetween the outside core 267 and exhaust by way of a port 269 and an exhaust port 273.

, cl 0 of the engine E would exhaust through pipe 211, check'valve Ki, pipe 209 to passage 279, the outer core 267, port 269, in,- denture 289 to an exhaust port 273. The

brake: cylinder B C would exhaust through the same. passages after pushing air through pipes 191, check valve K and pipe 213.

, Upon recentering,-the lug 325 would be free to drop into one of theslots 327 if the So far, no passenger could reverse the direction of the turnstiles rotationlbecause of the action of ratchet 317.

Operation by driocr and street collector.

If a street collector is used we have another situation.

(b) Operation 0f the'rea-r door by the street c0ZZec2f0r.-The street collector, in so far as he is letting passengers in at the rear door, should not be dependent upon passengers leaving the coach for opening the rear door, nor on the driver.

Therefore should the street collector wish to open the door, he throws (by means of his insert lever) the out-side valve CST to its door-o en position (Z 0. Thereby air comes from tie supply, through pipe N to valve CST ,'tlii'ougli this valve posit-ion d 0 to pipe 205, thenceto check valve K to pipe 217 and lock cylinder LC whence the lug 325 is withdrawn from its locking position.

Simultaneously air has branched 03 from the line 205 byway of pipe 207 to the circuit 209. Air then goes two ways in said circuit 209. One way it goes to the lock cylinder L0 thereby causing the pawl 317 to with-- -1,

draw from thewheel' 315, and the other Way it goes to the ldoor open side 03 0 of the en-V gine E by way ofcheck valve K and pipe 211. .Incidently the brakes are set as before described. 7

The rear door is now open and passengers may either alight ormount the coach turning the turnstile in either direction. The valve TS is not operable counter-clockwise, as previously -:described. 7

As soon as the street collector throws his valve CST to door closed position d 0, the air operable to close the rear door, takes the path already described for door closing position of valve Of course the turnstile will recenter as usual. Exhaust from'engine E takes place asalready described. 7 V

Simultaneously air exhausts from the lock cylinder LC through pipe 217, check valve K pipe 205 to the exhaust port of'valve CST k i Likewise the lock cylinder LC exhausts same exhaust port.

The brake cylinder BC exhausts through pipe 191, checkvalveK Jipe 213, pipe 211, check K pipe 209, pipe 207, pipe 205 to the same exhaust port. r v i The rear doors are now closed and the turnstile locked against reversal of rotation.

byrneans of pipes 209, 207 and 205'to the 7 It islocked against all movement, if the driver so wills.

After the street collectors duties have been performed he removes his operating handle in order to use it on the next coach.

He cannot remove the handle without ca-using the door closing-action described, that is, without throwing his valve to door closed from this coach.

osition-d 0. Therefore it is extremely un- 'kely that he willipermit acoaohrto proceed with an open r'ear door, l a i From the aloove the following is obvious: 1) "Any door iopening action (either front or rear) involves setting of-the brakes, thereby making it s afeto mount to, or 'alight 213 of Fig. 4:.) if

(2) Only the driver is, in control of the front door. (See CST valve connections.) (3) Operation feither the valves, CST (collectors) CST (-drivers) or TS (turnstile) to door open position d. 0., will serve to hold the, rear door open. Hence passengers cannot'be. crushed by the inadvertent door closing operation of a 'valve by one operator, before another is finished with his duties regarding said passenger.

(4.) If no passenger is ready to alight from the rear door it will notvopen regardless of the setting of the drivers valve. This prevents unnecessary drafts within the coach. It will open however when'the street collector sets his valve to door open position.

The street collector is admitting people and can open the door regardless of the setting of the driversvalve or the turnstile valve.

(5) A passenger wishing and ready to alight must wait until the door-opening mechanism is released by a proper setting of the drivers valve, that is, the passenger is a factor in the opening of the door but'not the only one. Passengers cannot let themselves ofi". I

(6) The turnstile permits only of a one direction stream of traffic through the rear door, thus expediting traflic where people tend to crowd one another back. People mounting the coach at the rear must wait until passengers have alighted.

From the above it will be seen that the several objects of the invention are attained and other advantageous results achieved.

As many modifications of the embodiments above illustrated might be made with out departing from the spirit or scope of the present invention, it is intended that the above description and accompanying drawings and claims shall be interpreted as illustrative and not in a limiting sense.

- We claim:

1. A door controlling system for motor coaches comprising means for opening and closing a front door under control of the coach driver, means for opening and clos ing the rear door controlled by the position plete'ly) (S b 1 1 189 I d preventsaid operation of said turnstile. gee ranci mes an 1 of a passenger as regards his leaving thQT coach, said last namedmeans being permitted to comeinto operation only upon a specific action of the saiddriver, said lastmeansbeing adapted to be suspended by the action of an auxiliary coach operator. Y

2. Ina passenger control coaches, comprising a coach, a. front door therefor and a rear door, means for .com-

controlling theloperation of said front door y a driver, a turn'stileplaced in the "path to the'rear door adaptedvto operate said: rear door to open and closed position, and

means in-control of said driver adapted to 3. In a passenger control system for motor coaches, comprisinga coach, a'f-ront door system for motor therefor and a rear. door, means forcom P y controlling the operationrof said f-ront" I door by a driver, a turnstile placed inthe to the rear door adapted to operate said. rear door to open and closed positiomand means in control-of said driver adapted to prevent W said operation of said turnstile, togetherwith means for operating said rear door by an auxiliary operator outside of said coach in-' dependently of either said driver or said turnstile. i

4. A control system for motor coaches comprising a coach, a front door therefor and a rear door, means for completely controlling the operation of said front door by a driver,

a turnstile'placed in the path to the rear door adapted to operate said rear door to open and closed position, and means in control of said driver adapted to prevent said operation of said turnstile, together with means for operating said rear door by an auxiliary operator outside of said coach independently of either said driver or said turnstile, and means for setting the coach brakes'whenever any door thereon for entrance or exit is open.

5. A turnstile for a vehicle exit, compris- I ing rotatable arms and a stem therefor, means for operating doors for said ex1t to an open and a closed position when said turnstile operoperates to pass one person, means'for preventing closure of said doors when a continnous line of people pass and means for posij tively closing said doors when no person is passing, together with means for normally preventing reversal of rotation of said turnstile. a

7. A passenger control system'for a vehicle exit comprising a turnstile with rotatable arms and a stem-therefor,'means for operating doors for said exit to an open and a closed position when said turnstile operates to pass one person, means for preventing Closure of said doors when a continuous line of people "pass and means for positively closing said doors when no person 1s pass1ng,-together with means for normally preventing reversal ofwrotation of said turnstile, means for preventing operation of said turnstile under control of the vehicle driver and means, under 7 control 'ofan auxiliary operator, for operats the operation, of said said last named means- 'ing said exit doors independently of said all-upper deck, a front entrance to the lowerdeck and a rear street exit therefor, means for.

normally permitting only rearward traffic on' said lower deck and means for suspending when an auxiliary operator is helping to operate the coach.

9. A rear end construction for doubledecked motor coaches comprising a door in one rear corner of thelower deck, a winding" f stairway leading from said rear corner of the.

lower deck to the opposite rear. corner of'the upper deck and an exit from said coach OppO:

site said first named corner of said lower deck with means at said last exit for automatical-yp 1y opening and closing the same whena pas;

senger leaves. v

10. Amotor coach comprising an enclosed lower deck and an upper deck, a front'en trance for said lowertdeck-and a rear exit;

therefor, means cooperatingv with saidrear exit adapted to cause automatic openlng and closlngof said exit when a passenger 1s permitted to. leave said coach vandmeans for making said automatic openlng and closing ineffective when an auxiliary operator is] used. V y In testimony whereof, we have signed our names to this specification this 30th day of January, 1925, and 13th day of February,

1925, respectively.

RUFUS i3A LEY. LLOYD R. KOENIG. 

